Automatic train-control system



-Mal'h 3, 1 931- 1 E. DODGE Al.

AUTOMATIC TRAIN CONTROL SYSTEM Filed July 27, 1916 a r c Patented Mar. 3, 1931 ran l STATES PATENT OFFICE LYMAN E. DODGE. AND NE1L D. vPRESTON, Yo1?ROCHESTER7 NEW YORK, AssiGNORs To GHNERAL'RAILWAY vSIGNAL COMPANY, OF GATES, NEW. YORK, A CORPORATION OIF N EW YORK Y AUTOMATIC TRAIN-CONTROL SYSTEM 'Application filed July 27, 1916.1V serial No. 111,563. 1

' "This invention relates to automatic train the impulses necessary for the proper control c `5 ofthe train from the rightrof Wayto said train, and also the trackway circuits for governing theoperation of'this impulse, transmitting means in accordance with traflic conditions.

` In certain types of automatic train control systems the apparatus on the train or vehiclev which controls the movement thereof is setinto operation when it is desirable to control the train, and this apparatus continues Vin operation untilthe desired control of the train has been accomplished, whereupon it becomes necessary to reset or restore this apparatus to its initial or normal condition ready for the next operation. In other Words,`train control systems of this' type may be said to have a cycle of operation, and forv this reason require for their proper control the transmission oftwo different kinds of impulses', 'namely7 an operating or initiating impulse which serves to set the traincontrol apparatus into operation, and a re-setting or releasing impulse which serves to restore the train control apparatus to its initial condition.

One example of systems of this type is shown and described in thepatent toP. J. Simmen, No 1,150,309, dated August 17, 1915,; but it is to be understood` thatthis invention isvnotA limited to this system alone, but may be used with systems of any type or form Which4 are characterized by a cycle yof operation.

The vprimary object of'this invention is an arrangement and construction of parts in automatic train control s vstemswhereby the operating and releasing impulses necessary for the control of systems having a cycle of operation may beobtained inductively Without mechanical or electrical contact between a part on the train With the devices along the track, and whereby these impulses are properly controlled in accordance with traic conditions. p

Other objects and advantages Will appear as the description of the invention progresses, and the novel features of the invention "will be particularly pointed out in the appended i i infiescfibing the invention in dani refer-1 ence is had to the accompanying drawing4 in which is illustrated a. preferred physical embodiment of the invention rand in Which the figure is a diagrammatic View showing a portion of a railroad track and a vehicle or train thereon, together with'the parts and electrical,connections carried on the train and located along the track. y I

Referring to the accompanying "drawing,

the numerals 1 and 2 "designate the track rails,

of an ordinary railroad track, the separate rail sections-of these track rails beingsuitably bonded together in the Well known manneran-d'being divided at intervals by insulating joints 3 into track sections or blocks according to the Well known practice inrblock signalingv systems.' Only one complete .block 'rio B with the 'adj acent ends of the blocks A and i C is shown in the accompanying drawing, but itisto be understood `that the entire length of the railroad protectedby the system is similarly divided into blocks. VThe normal dif rection of traic overthe portion of track illustrated is from left to right in the direction indicated by the arrow VX. Since the parts associated with the different blocks are.n the same, the corresponding parts will forthe sake of'convenience be given corresponding referenceA characters With distinguishing eX- ponents added thereto. p.

Tooneen'd of each block a track battery 4 is connected across the track rails `1 'and 2; and adjacent to the opposite end of each block a track relay` 5 is connected across the track rails 1 andQ, the track batteries 4 andthe track relays 5, together with the track-rails e l and 2 of each block, constituting the Well r.

knownA normally closed track circuit, the

operationof which Will be understood by..l

those skilled in the art of railwaysignalling Without further explanation. Each of` the,v

track relays 5 isprovi-ded With a number of contact lingers 6, 7 8 and 9 Whichare illustrated according to established convention" andWhich for convenience Will be hereinafter termed armatures; and associated with eachm blOQk and preferably located adjacent'to the track relayend of that block is a source of current, as a battery 10, and extending throughout the length of the track is a continuous conductor 11, commonly termed a common wire, which serves as a part -of a number of trackway circuits.

f T he train or vehicle is shown diagraminatically as comprising two pairs of wheels 12-12 c and let-14 connected by the usual axles 13 and 15, these pairs of -wheels and axles being intended to represent those of thesingle car or single railway vehicle or of a number of cars constituting a train.

Y The movement of the train is automatically controlled by some suitable train con-trol apparatus, and since the particular construction of this train control appara-tus forms nopart of thepresent invention and since it may take various forms, this apparatus isillustrated conventionally and designated by the character K; As ldescribed hereinbefcre, the train control apparatus K is of the type having a cycle of operation; andaccordingto the arrangement of controlling circuits illustrated,

the apparatus K is in its initial or idle conditionwheii supplied with current, is set into operation when this supply of current is Vcut .Y

off, and is again restored to its initial condition .when the supply of curi'ent'is re-estab- Contact fingers 17 and 18, and this control'V relay; 16`is in turn controlled by an operating VVrelay 19 having a single armature or contact yfinger 20- F or supplying electrical-,energy toV lished.' The apparatus K is controlled by a control relay ,16, having two arma-tures or the yparts of thesystein carried on the vehicle there are shown two sources of; current, as batteries 21 and 22, it being apparent, however,

that other means for generating or supplying electrical current may be used, as will be ap` parent to those skilled in the art. I

The impulses necessary for the proper control` of -the train control apparatus K are transmitted according to this invention from the right of way or the railroad track to the vehicle or train inductively and without mechanical or electrical contact between a part carried by the trainv with devices located along the track; and theparticular type of inductive device Vused to obtain this impulse may take various forins,but in the construe- Ytion illustrated,a coil 23, with a soft iron core 2a, is supported upon a bar` 25 of wood, brass or other suitable non-magnetic material which is. carried by the vehicle, being shown diagrammatically as connected to the axles 13 and 15. Another coil26' having a soft iron core 27 is supported in the same way on a bar 28 connected to the axlesl and 15, the coils 23 and 26 beinglocated adjacent to opposite sides of the vehicle. At the exit end of each Y track section or block is supported in any i suitable mannerl on the ties of the track an electrical magnet R, hereinafter termed the releasing magnet, which comprises y-a winding or coil 29 and a soft iron core 30, this re-Y leasing magnet R being so located with reference to the track rails 1 and 2 that the core 24 of the coil 23 on thc train passes directly over said releasing magnet when the train passes the point at which said releasing magnet is placed. Located adjacent to the entrance end of each track section or block is an operating orvinitiatinginagnetvO com- Vprising a permanent magnet 31 so located with'reference to the track rails 1 and 2 that the core 27 of the coil 26 on the train passes directly over said permanent magnet when the train passes the point at which said magnet is placed. This permanent magnet 31 is provided with windings or coils 32, hereinafter termed demagnetizing coils, which are so proportioned and arranged, that, when energized'from currentderived froinvone of the sources of current 10, the magnetic flux` vset. up by said demagnetizing coils 32 will neutralize or nullify the permanent mag` netic flux so that said permanent magnet 31 becomes inert and incapable of affecting the corresponding impulse device carried they train. s

Thel coil 23 on the train isvconnectedv byy conductors 33, 34, 35, and 36 to the winding or coilof the 4control relay 16, and the coifl26 is connected byconductors 37 and 38 tothe winding of the operating relay 19. The other electrical connections between theparts on the train vand Abetween the parts along the` track will not be set forth in detail since these electrical connections and the different circuitsestablished willbe set forth at length in the following description of the operation. l

O10era,1f?i0a.-.1n the accompanying drawing the parts of the system carried von the train are shown in the idle or normal position in which the movement of the train is not restrained, and-disregarding for the'present the 'manner in which these parts are causedfto there is no current flowing through the operating relay 19 and the armature 20 of this relay is in its lower position. With the operating relay 19 deenergized and the armature 17 of the lcontrolA relay in its upper po-V sition, a circuit for maintaining the control relay 16 energized is establislie'd'and may be traced as follows:

Oz'rcue't number one' Commencing at thebattery 21, conductors 42 and 35, relay 16, conductors 34 and 13,ar-

lVhenthe arniature 18 of the control lay 16 is inits upper position, the train conf trol apparatus Kis suppliedwith current from the battery 22 iiowing in a circuit which may be tracedl as follows: l

Uiroui aw/uber two Commencing at the battery 22, conductor 39, armature 18 of the control relay 16 inits upper position, conductor 40, apparatus K, and conductor l1 back to the battery 22.v

For the first condition of the trahie to be considered, assume that the train under consideration is in the block A, and about to enter the block B, as shown in the drawing; that saidv train has found the trackway heretoforeunobstructed and is traveling unrestrained by the train control apparatus K.; and further assume that neither the block B nor C is occupied by another train. Under these conditions the track relays 5 and 51 of these respective blocks B and C areenergized and the. armatures of said relays are in their upper position as shown in the dra-wing.` `Vfhen the first pair of wheels 12-12 and axle 13 of thetrain enter the block B, the track relay 5 is shunted and its armatures drop i'or the reasons clearlyunderstood by those skilled in the art ot railway signaling, so as to establislia circuit for energizing the demagnetizing coils 32 of the opverating magnet O, said circuit being traced as follows:

Oe'rcm't number three quently, theA train continues with the train` control apparatus K unchanged. In this way, the train is permitted to proceedwhen the next block in advance is not'oceupied by another train. l

For the next tratic condition to beconsidered, assume that the train under consideration is in the block A, as shown in the accompanying drawing, that this train has heretofore found `the track unobstructed and traveling` unrestrained by the train control apparatus K; and further assume that while the block B is not'o'ccupied by a train, another train does occupy the block C. Since the block C is occupied, the correspndin track relay 51 is deenergized so that the circuit number threey hereinbefore traced, forf energizing the' coils 32 of they operating magnet O in the block B,jis broken at the armature 61 ofthe lsaid relay, so that the flux of the permanent.magnetl is not neutralized.`

Consequently, when the train passes th'isopveratingv magnet O, the luX ofthe permanent magnetl `induces 'amoinentary current in the coil 2G on the train which energizing the operating relay 19, thereby raising the armature 2O of said relay and interruptingthe circuit number oneA for normally energizing the control relay 16V whereupon the. armatures 17 and 18 of said control relay lldrop two for supplying currentto the train control apparatus K, thereby initiating'the operation of said train control apparatus. In thisway, the apparatus It?. is set into operation at or block in advance is occupied by 'another train; and the apparatus K operates to so Vnearthe entrance to a block whenthe ,next

control the movement of the train thatit will be brought to a stop by the time it reaches the `end of the block it has just entered, orto a predetermined low speed.

Assuming that the movement' oi the train has been so controlled and that the train is traveling at a low speed when it passes the' releasing magnet R1 `at the end of the block B, it is apparent that 'if the other train still occupies theblock C, the apparatus K should not be restored but should be allowed to remain effective to control the movement of the train; but on the other hand, it the other train which occupied theblock C when the train under consideration entered the block B, hasin the meantime vmoved out of the block C, it is proper and in fact highly desirable in order to obtain the best facility of movement ot trains that he apparatus 'f K should be restored to the initial or idle condition so that the train carrying said apparatus may accelerate at least part way through i the block C instead of being'compell'ed lto come to a stop ortocontinue its further trav-v eling at the predetermined low speed.v In one case, when the block `C is occupied, the armature?"1 or" the track relay 51 is in its lower position and establishes a break in the circuit for energizing the releasing magnet R so Vthat this releasing magnet is inert and has no effect on the train control apparatus on the train and leaves this apparatus still in operation. In the other case, when the block C is not occupied at the time the train lasY of tha", biocl under yconsideration reaches the end of the block B, the armature 9 of: the track relay 5 is in its lower position due to the presence or". the train itself in the block B, and the armaturel 71 of' the relay51 is in its upper position, so that a circuit forv energizing the coil 29 of the` releasing-magnet R is estab-k a b u l n may be made inthe particular embodiment Aof lished and maybetraced as follows:

Uzrouz'z; number fom Comma-icing at the common wire ll, conductors i6 and 53, armature 9 of the relay 5' in its lower position, vconductor 5%, vcoil 29 of the' releasing magnet Rf, conductor 551, armature 71 `of the relay 1 'in its upper position, conductors 561 and 511, battery 101, and conductor 521r back to the common wireV The coil 29 of the releasingV magnet R being energized, when the coil 23 carried on the train passes over releasing magnet, a momentary current is induced in said coil 23, which eenrgizes the control relay l5 and raises its armatures; and since the armature 2Ov of the operating relay 19 is its lower position at the time, said control relay 1G is maintained energized due to the establishing ofthe maintaining circuit number one hereinbefore traced. 'Ihe energization of the control relay I6 and the raising oi' tne` armature 18' again supplies current to the train controll apparatus K, thereby restoring the parts of said apparatus to their normal or idle position ready for the next operation.

If, when the train under consideraiion entersthe block C and passes the operating mafgnet 01, the next block in -advance of the block C (not shown) is occupied, as for instance, by the train which was assumed to formerly occupy the block C, then the deenergizing coils 32' of this operating magnet O1 are not energized and the train control apparatus K is set into operation again when the train passes said operating magnet in the same way as previously described.

From the foregoing it can be seen that there is provided by this invention 'a construction andi arrangement of partsA whereby the train control apparatus on atrain is into operation at or near theentrance to each block in case the next block in advance is occupied by another train; that if said 'train control apparatus has been set into operation and the train has reached i" ie end r. said apparatus K- wi e reored or released providing the other train has in the meantime moved out of the next block in advance but will not be restored providing this next block in advance is still occupied.V Consequently, according to this invention, automatic train' control systems having a c cle of operation ma be pro aerl n i i controlled 1n accordance with traiiic conditions.

current flowing in the .demagnetizing coils 32 of the operating magnets O or the coils29 of the releasing magnets It, andv thatcurrent isnot supplied to these coils until a train enters the corresponding block and shunts the corresponding track relay, thereby obtaining a great saving of current. Various changes the invention illustrated without ldeparting from the invention, and various signals and other devices which may be advantageously used in connection with the automatic control of trains may be combined with this system.

In some cases, it may be desirable tosupply y the operating' and releasing magnets with alternating current instead of direct current so that the movement of a train over these magnets is not necessary to obtain an im-v construction of one physical embodiment ofV my invention, and explained the operation and principle thereof; nevertheless, I desire to have it understood that the form selected is merely illustrative, but does not exhaust A the possible physical embodiment of the idea of means underlying my invention.

What I claim as new and desire tosecure by Letters Patent of theUnited States, is: l. In an automatic train control system,

in combination: a vehicle a track for saidV corresponding block; and an electro-magnet at'the exit end of each block controlled by the next block in advance and operating when energizedY to control said releasing control device on the vehicle to restore said train control apparatus to its initial condition.

2. In an automatic train control system in combination: a vehicle and a track therefor divided into blocks each provided with a track circuit; automatic train control apparatus on the vehicle; a stick relay for governing said apparatus; separate impulse receiving devices on the vehicle for controlling the pick up and stick circuits of said relay;

trolled by the block next in advance of the l iso and separate impulse transmitting devices as? soci ated with each block and controlledby thel trackcircuit of the block neXt inadvance for cooperating inductively with the 'respective impulse receiving devices on the vehicle.`

Y3. In a trainv control system the combina-` tion with a braking system onthe train, of means ier imparting impulsesthereto from the right of Way, comprisinga Vcompound magnet Vlocated along the track `.for causing a brake application, said compoundv magnet comprising fa permanently magnetized yoke and a neutralizing coil, an. electromagnet also located along the right of' Way and in advance of the permanent magnet for. resetting parts on ',tlietrain, and a common control` for simultaneously..energizing the coils on the compound and electro-magnets;

4. In an automatic train control system for railroads having tracks divided into blocks each provided With a normally closed trackcircuit, automatic train control appa-' ratus on a vehicle adapted to be put into condition to controltliemovement of the vehicle and to Continue in. such condition until Areset, relays Ion the vehicle for conditioning said apparatus' and for resetting it, `separate impulse receiving means on the vehicle controlling said relays, a permanent magnet on the track ine'ach block, said magnet'being adapted to cooperate with one ol said im- 'pulse receiving means to condition the train control apparatus .for operation, coils assoiated with each permanent magnet and adapted when energized to render it ineii'ective to influence itscorresponding impulse receiving means, an energizing circuit for the coils of each permanent magnet controlled by the track circuit of the-block next in advance of the corresponding block, an electromagnet on the track at the-exit end of Veach block for influencing the other impulse-receiving means and cause resetting of the train control apparatus, and an energizing circuit lor each electromagnet controlled by the block next in advance of the corresponding block. il

5.111 an automatic train control system ciatedV therewith for neutralizing its exter-l nal field, an electromagnet at the exit end of each block, energizing circuits for the coils ot the' permanent magnet the electromagnet of each block controlled by the track circuit of the next block in advance, normally hicleinfluenced Aindependently bythe pereach `provided with a normally closed tracka means for r'estorin circuit,normally-1 energized brake control apparatus onay -veli1cle, a normal-'ly 'energized relay anormally deenergized relay acting 'to govern 'said apparatus,"separate im-v ,nilse reQeiVingmcansOn the'fvehicle control- .ling said relays, 'a'permanent magnetand `an elcctromagnetassociated With eaclrblock, and

adapted to Aii'iluen'ce said impulse receiving means, separately, electrically controlled means `associated With each permanent mag" net -forrcndering it ineffective to influence corresponding impulse receiving means, and means controlled bythe track circuit'of each Vbloei` Y ci the nent fblock in the Vrear and also the means associated with the permanent magnet of that block. 'Y

7 .1 In a train' control system,- a track impulse devicev in eachblock, controllable a preceding blockfor establishing a local'n'aag-y netic lield when said' precedingjblock4 is occupied, braking -means,`f brake controlling? meansinductively'f influenced by the track Sor energizing the electromagnet impulse device for initiating theoperation ofl l said* braking `1neans," and trackajctated" `g` `to normal the brake-cone' trolling means.v -r l i-'fv v 18. In a traincOntrOl system, the combina# tion With a braking mechanisnnbf a trallic f controlled* track magnet positionedysubstantially at 'the' entranceto a block in a right of Way, resetting means positioned substanico tially at the exitend of said blo-ck; train-cars* Y ried mechanism movable'vvithinthe eld of" said-trackmagnet vand influenced bythe magfl net ic flux thereofrfor effecting the ,operation of said `brakingmechanism, and' train-carried resetting' meansmovable `relatively to said l Wayside resetting Vmeans ,whereby parts on the'train influenced by 'thev track magnet may be reset bythe co-operation yof saidway-V side, resetting means' with said train-carriedl resetting means.

9. A train control system comprising-the! l combination With a 'vehicle and a trackway therefor'V divided "into blocks, a permanent magnet on the trackvvay nearthe entrance to each' block' adapted to establish a local external magnetic'ield projecting upwardly from the trackWay between pole pieces of opposite magnetic polarity, a.' Windingassociated with said magnetand creating when energized a" magnetmmotive-force co-acting vvvith that of the permanent magnet to` suppress saidexter' nal magnetic lield, a circuit fanda source of current orautomaticallyenergizing -saidA wind-ing ofthe magnet of each block provided plane, a circuit for each electro-inagnet including a source of current and automatically closed only :if the next block in advance of the corresponding block is not occupied, and

" automatic brake applying apparatus on a velGO hicle including receiving means separately and independently influenced by the magneticfields of said permanent magnets and saidelectromagnets through an intervening airgap, said apparatus having its operation initiated by the fields of the permanent magnets and being restored to ncrinal by the fields ofthe electro-magnets. 'Y

'10, In a system for automatically controllingthe Abrakes of' railway vehicles, in combination with a vehicle and a track therefor divided into blocks each having a normally closed track circuit, a permanent magnet on the vtrack near. the entr-ance to each block adapted to provide a local magnetic lield extending upward4 between two pole pieces of opposite magnetic polarity, a winding associated -with said magnet and y, acting when energized to create -a m-agneto-:motive-fo'rce co-acting with that of the magnet to suppressv magnet for the'blockvnext in advance and adapted if energized to establish a local magnerticifield similarly projecting upward, a circuit and a trackway source of current for energizing the electromagnet cf each block governed by the track -circuit of the block next in advance,andA closed only if that'bl-ock `is not occupied, brake control apparatus on the vehicle, a normal-ly energized stick relay onthe vehicle maintaining said apparatus inactive,

astick circuit for'said relay, receiving means y on tliejvehicle influenced by the magnetic fieldl of an active permanent magnet through an intervening air gap for breaking saidstick circuit, other receiving means on the vehicle inoperating separately witli their respective rec eiving vmeaii-s on the vehicle, whereby the field of a permanent lmagnet is incapable ci influencing saidA other-receiving means to restore said relay.

- 11. In an automatic train control syst-ein, in

combination a vehicle.; a 'track for said vel--V hicle divided into track circuity blocks, traincontrol vapparatus lcarried on the vehicle, an initiating control device land a releasing control device o'n tlie'veh-i'cle for governingsaid' traincontrol apparatus;v a permanent magnet associated with each block for operating saidA initiating control device; coils associated with and iiiodi1"yingthe effect of each ofsaid cle to restore the said train control apparatus to its initial condition.k

l2. In an automatic trainv control system for railroads rhaving' tracks ydivided into blocks each provided with VaY normally closed e track circuit, normally energized brake control apparatus on a vehicle, va normally energized coil, and a normally deenergized coil acting to govern said apparatus, separate iin. pulse .receiving means on the vehicle control'- ling the effect of said coils, a permanent niag-A net-:and an electromagnet associated with each blcckand adapted to influence said impulse'l receiving means separately, electrically controlled means associated With each permanent magnet `for rendering it ineffective to influence its corresponding control means, and means controlled in accordance with conditions in an advance block for energizing the electro-magnet of the next block in the. rear and also the means associated with the perinanent magnet in that block` i 13. In an automatic Vtrain control system, in combination: a tracky divided into blocks, a vehicle; automatic mechani'smon the vehicle adapted te exert a continuing control ovei' `the movement of the vehicle after its operation has been initiated until it is reset; separate initiating and resetting impulse transmitting devices associated with each block; said impulse devices each comprising a magnetic core and a coil, said initiating device of 'each block being located .at an inter-mediate point iii that block and being effective only-for a limiteddistance of movement of the vehicle at that point, the resetting device of'each block being located near its entrance end and being encountered by a passing train prior to entering that block;A meanshfor rendering the controlling condition of the resetting impulse device `oi' each block dependent on the presence or absence ofv a train in that block; meansV for rendering the controlling condition of the initiatinginipulse device of each block dependent on the vpresence or absence of a train in the next block in advance ;v and separate receiving means on the vehicle selectively responsive through an' intervening air gap to saidinitiating and resetting impulse devices for controllingsaid mechanism.

1' 14. In an automatic train control system, in combination; a .trackvvay` divided into blocks; automatic train control apparatus carried by the train and having a cycleof operation; means onthe train tor restoring said apparatus to its normal condition; means on.

the train for setting said apparatus into operation; and tivo separate impulse transmit,- ting devices each comprising a magnetic core' and Winding and being associated With each block for selectively controlling said means on the vehicle Yinductively` through an intervening air-gap, one of said impulse trans-- mitting devices being responsive to traffic Yconditions in the corresponding block, and

the other being responsiveito traliic conditionsin the next block in advance.V u vl5. In anautomatic train control system, in'combination a vehicle and a track therefor ;,;automatic train control apparatus on the vehicle adaptedto snbjectthe vehicle to a continuing restriction et' its movement after its operation has been initiated until reset; a circuit on the vehicle acting l,when energized tocause resetting` or said aplparatusfanother normally energized cir-l cuit on the` vehicle `acting ivlieii opened to( initate the initial operation of. said apparaf tus;` and impulse transmittingnieans comprising devices o n the vehicle ycooperating selectively with ,devicesijalong the track through interveningair-gaps for controlling the loWfof current in saidicircuitsin accorda-nce With the extent` of unoccupied track in Vadvance o'f'each particular trackway device,said car-carried devices each having a partial magnetic'circuit in Which a change of magnetic linx is produced by the co-operating track device.`

16. In an automatic train control system, a vehicle and a track therefor` `divided into blocks each provided With anormally closed i, trackcircuit, separate impulse devices associated with each block and adapted to transmit inductively through anr air-gap to a passing vehicle distinctive controlling im'-,

pulses, each of said impulse devices com-` prising a magnetic core ati'ording a partial magnetic circuitiand a coil magnetically associated therewith, an energizing circuit forthe rear impulse device of each block controlled separately by the track circuit of that block, and a control Acircuit for the advance impulse device of each block controlled separately by the trackci'rcuit of the next block in advance.

17. In an automatic train control system, a vehicle and a track therefor divided into blocks, automatic `train control apparatus for the vehicle adapted to exert a continuing influence upon the movement of the vehi-f cle after set into operation until reset, said apparatus having a tendency to assume an active controllingfcondition, separatel initiatsaid impulse devices each comprising a mag netic core and a Winding, the resetting inilpulse device `being lirst encountered lby a vehi-4 cle traveling inthe normaldirectionof traffic, vcontrol circuits for energizing said resetting and initiating impulse devices ofeach lock both automatically opened il the ynext, lock' in yadvance is occupied, and control nieansonythe vehicle responsive tosaid impulses t'or-initiating the operation of'said apparatus and restoring it tonormal. y

1S. In an automatic train control system, a vehicle aiida track .therefordivided into blocks, automatic train` control apparatus VJior the vehicle adapted When set into oper-v ation te contiifiue'in operation until restored,

impulse transmitting meansA associated with cach 'block and comprising separate trackway impulse devices'each having a magnetic ccre and winding and being adapted to ay'dei'ices lirst encountered "by the lele traveling in theA normal directionot traiiic having its controlling condition gov erned separately inaccordance With traffic -ditioiis'in thenext block in advance and the resetting device in accordance with trailic condition'sin thecorresponding block, automatic train control apparatus on the .vehiclei circuit on they vehicle for governing said apparatns, one ot' said circuits being auto-Y matically rendered incapable of controlling` said apparatus after it has once been set into` 'operation until after theothei` circuit vhas been energized, and receiving means onthe vehicle having partial magnetic circuits in-V ductively influenced by said track impulse devices through an interveningcairgap for separately controlling the energi'zation of ingland resetting impulsexdevi'ce's associated Witheacli block and capable of transmitting, to a passing vehicle-'inductively throughV anl Vair-gap linitiating and resettingV impulses,

said circuits dependent upon the controlling i condition oit said impulse devices.

20. In Van automatic train control system,` the combination with 'a railway track divided into blocks,- automatic train control appara- 9e transmit distinctive controlling impulses invely to the passing vehicle, one of said'v Y is cle-energized, impulse receiving means on tusv on a vehicle, aY normally energized stick relay on the vehicle for governing'said apparatus, said relayhavingan energizing stick circuit including contacts of therelay itself lclosed only it is energized, a .pickup `circuitforenergizing said relay when it the vehicle governing said circuits 'of said relay, Vand separate impulse devices on the track associated with each block and controlled separately by track circuits or" dil'- e'rent blocks for co-ope-rating inductively Y With vehicle carried receivingr means i actin@ b' electro-ma netic induction in coils having partial magnetic circuits and comprising trackivay elements of tivo different control characteristics, one elles-,tive only if energized and the other when cle-energized, the trackvvayelement of the first characteristic being located'at the entrance to the corresponding blockand being` controlled in accordance with traiiic conditions in that block, the trackivay element or" the other characteristic associated Withv each block being controlled in accordance With traine conditions in the neXt block inadvancaajiie trach- Wayelement of the lirstmentioned character! istie atV the entrance to a block being encountered first by a passing vehicle, and automatic train control apparatus on the vehicle governed by said impulse transmittingl means and automatically set into operation and reset by said trackvvay elements,

22. In 'an automatic train control system, a vehicle and. a track therefor divided into blocks each provided With a normally closed track lircuit, an initiating impulse ldevice near the entrance end of each block, a resetting impulse device at'the exit end of VeachV block, said 'impulse devices being located. differently with respectto the center line of the trackvvay and selectively co-opcrafting With impulses r ceiving means on the vehicle inductively through an air- L to provino distinctive controlling ette on the'vehicle circuits including source of current and controlled by the tr-acl: circuit of the next block in advance :for energizing With direct current said initiating and resetting impulse devices of each blc-ck.

23. In an automatic train control system, a vehicle and a track therefor divided into blocks each provided With a normally closed track circuit, automatic train control apparatus'on the vehicle adapted when set into operation to continue in operation'until restored, control circuits for each block each including a-so'urce of direct current and govor" other vehicles inthe next block in advance.

24. In an automatic train control system for railroads provided with blocks, train controlapparatus' on a vehicle adapted When seil into operation to remain in operation` until restored, impulse devices on the track 'each comprising a magnetic core and awinding.

thereon, and means including said trackway impulse devices for setting said apparatus yinto* operation at a predeterminedl control point in the progress of a vehicle through a block when the next block in advance s n'ccupied, and for restoring' said apparatus to normal at the entrance rto an 'unoccupied block. i

' In an automatic train control. system for railroads provided With blocks, the com- K bination With train control apparatus on'a vehicle adapted when sety into operation t0 continue in operation vuntil restored, 'of an electro-magnet on the track located near the entrance to each block and passed by avehicle prior to its entrance to that block, a control circuit and a source of current :forM energizing said electro-magnet of each block if that block is not occupiedand means on the vehicle -Ie'- sponsive to the magnetic field of vsaid track electro-magnets for restoring vsaid apparatus to normal. i

26. In an automatic train 'control `system of the intermittent inductive type, the combination With a railway track divided into blocks each having' 'a normally closed track circuit and track relay, of brake control apparatus on a vehicle acting when once set into operationto continue in'operation until'restored7 and impulse ',devic'es on the track each comprising a magnetic core and 'control'coi'l and co-operating with vehicle impulse ref ceiving means inductively through an inter'- vening air gap for setting said 'apparatus into operation, upon passage `of the vehicle-*by a predetermined control point in each block, if the track relay o1" the block next in advance is then deenergized, and for resetting said apparatus at the exit end of ieach block if 'the track relay of the block neXt in Yadvance is energized, 'Wherebysaid apparatus on the vehicle is automatically set into operation upon approach to a block occupied'by yanother train and is automatically reset at 'the entrance to an unoccupied block.

27. In an automatic train control system for railroads'divided into blocks of differ# each block to set said apparatus into-operation'u'hen the next block in advance is oc-V cupied, said means being incapable or restoring said apparatus to normal, separate inductive influence communicating vmeans for restoring said apparatus to normal at the entrance to an unoccupied block both of said influence communicating means associated With each block being normally deenergized and being energized by theentrance of a train into that block it the next block inadvance is not occupied.

28. In a system'for governing train movement on railroads provided With blocks each having a track relay, the combination with brake control apparatus on a vehicle adapted when set into operation to continue in operation until restored, a reset ing track device at the entrance to each block adapted when energized to communicate an influence to the passing vehicle for restoring the brake control apparatus thereon to the'initial condition, an energizing circuit for said vdevice governed by the track relay or the block at the entrance to which said device is located, another initiating track device at an intermediate point ineach block adapted When deenergized to communicate a dilterent and distinctive inlluence to the passing vehicle for setting the brake control apparatus thereon into operation, said resetting devicev and initiating device each comprising a mag`- netic core and a Winding thereonand being located differently With respect to the center line oi"l the trackway, and an energizing circuit for the initiating device ot each block governed by the track relay of the next block in advance of that block.

29. In a system :tor governing train moves ment on railroads provided with hlocirs each having a track relay, the combination with brake control apparat-us on a vehicle adapted When set into operation to continue in operation until restored, a normally energized relay on the vehicle acting when deenergized vto set said apparatus into operation, said relay when once de-energizedremaining deencrgized until a pick-up circuit therefor is energized, means on the vehicle land on the trackyvay cl3-operating' inductively through an air gap for decnergizing said relay at a control point in each block` When the next block in advance is occupied, and means comprisinq' other separate inductively co-operating track and vehicle carried devices for energizing saic pick-up circuitand thereby di derer tly restoringsaid apparatus to its linitial coni dition. c n

30. ln a syst-enitor governing train'movement on railroads provided with blocks each having a track relay, the combination With brake control apparatuson a vehicleadapted when s t tion anti rence-red, a stickrelay governing into operation to continuein operasaid apparatus Vand adapted when energized to ,hold er restore` to the' normaly inactive conc -'tion, a stick circuit and a pick-upcircuit 'for said relay, said stick circuit includinga Vvehicle-carried source of current and contacts operated Aby said lrelay itself, aninitiating trackfdevice and cooperating vehicle carried track device and separate cooperating vehicle ed meai'is adapted to energize said pickrgi ed, said vvith n and co-operating With said vehiclemeans inductively ythrough "an 1ntervening air gap, andtrackv circuit controlled means for got-cerningV the energization vot said,

track devices. I y

31, ln a system for governing train mover ment on railroadsprovi'ded `with blocks each v having 'a track relay, rthe combination With lorakev control'agjiparatus ona vehicle adapted when set'into operation to'continuein operation until restored, and vautomatic Ameans partly on the vehicle'andpartly on thetrack .and comprisingtrack devices located diiiier-v ently with respect tothe track rails Vvorrespicctively initiating the operation i of ,the

brake control apparatus andrestoring it to the initial condition said track devices each providing a uni-directional'` magnetic field when active. Y

32, ln a system for governing train movef ment on railroads provided with blocks each having a track relay, the'combinationWith brake control apparatus on a vehicle adapted when set into operationl to continue in operation until restored, a track dei/ice comprising a permanent magnet and neutralizing coils and cooperating With a vehicle carried receiving element to initiate said apparatus "when its coils are deenergized and not when enerif said relay is energized, pick-up circuit for;

said relay tor energizingit when it is de-enerns adaptedto' break saidl stick circuit"V nthe trackdevice is deenergized, another i circuit'ivhen'that another' track device is! track devices beingl locatedr respect tothe center line otv eoA gized, and separate normally closed vehiclecarried circuits including magnetic cores and windings for controlling said stick and pickup circuits or the relay in response to voltages induced in said windings.

84. Iny a train control system, brake control apparatus on a vehicle7 control means on the vehicle for said apparatus including separately movable elements and electro-responsive devices respectively operating said elements7 impulse receiving windings on the veliicle connectedto'said electro-responsive deyices, track elements having magnetic cores and coils thereon and located differently With respect 'to the tracl; rails for separately inducing current in said receiving windings to cause independent movement of said elements,and track circuit .controlled means for governing tlie operating conditions of said track elements. K

, in a traincont'rol system, the combination with brake control apparatus on a vellicleA continuing in operation until restored, a circuit on tlie Vehicle governing the initiation of the operationo said apparatus, another circuit governing tlie restoration of said apparatus to the normal inactive condition7 separate receiving elements'on the' vehicle controlling the energization oli said circuits, and track devices disposed diliferently on the traclivay y itlirespect to the track rails at predetermined control points for separately and distinctively influencing said elements inductively through an intervening air gap intermittently at' said control points, each of saidtrack devices having a magnetic core and a Winding, energized only under clear traic conditions.

vLYMAN E, DODGE.

NEIL D. PRESTON. 

